Vehicle operation with interchangeable drive modules

ABSTRACT

Vehicles may be composed of a relatively few number of “modules” that are assembled together during a final assembly process. An example vehicle may include a body module, a first drive module coupled to a first end of the body module, and a second drive module coupled to a second end of the body module. One or both of the drive modules may include a pair of wheels, a battery, an electric drive motor, and/or a heating ventilation and air conditioning (HVAC) system. One or both of the drive modules may also include a crash structure to absorb impacts. If a component of a drive module fails or is damaged, the drive module can be quickly and easily replaced with a new drive module, minimizing vehicle down time.

RELATED APPLICATIONS

This application claims the benefit of priority to U.S. ProvisionalApplication No. 62/513,197, filed May 31, 2017, which is incorporatedherein by reference.

BACKGROUND

Automobiles include a multitude of individual components and assemblies,which are manufactured by multiple different parts suppliers. Theindividual components and assemblies are then shipped to an assemblyplant where they are assembled into a complete vehicle. Typical vehicleassembly plants may assemble thousands of individual parts andassemblies into the complete vehicle. Advances in robotics and automatedassembly lines have greatly increased the speed and precision of theassembly process. However, in order to intake and assemble so manydisparate parts and assemblies, typical assembly plants are large,complex, and expensive operations.

Many automakers today design platforms of vehicles which share somecommon parts. This strategy, known as platforming, allows the automakersto benefit from reduced overall part cost due to economies of scale. Insome instances platforming may also allow a single assembly plant to beused to assemble multiple different vehicles that are part of the sameplatform. However, different models of vehicles that are part of a sameplatform still typically include numerous parts and assemblies that areunique to the particular model of vehicle.

Additionally, when a component of a vehicle made by the above processfails or the vehicle needs service, the process of repairing orreplacing the failed component or otherwise servicing the vehicle isoften a complex process requiring specialized skill or training. Thus,the vehicle is typically taken to a repair shop where the repair maytake several hours, days, or even weeks, depending on the nature of theservice needed.

BRIEF DESCRIPTION OF THE DRAWINGS

The detailed description is described with reference to the accompanyingfigures. In the figures, the left-most digit(s) of a reference numberidentifies the figure in which the reference number first appears. Theuse of the same reference numbers in different figures indicates similaror identical components or features.

FIG. 1 is a schematic view of an example vehicle comprising a bodymodule and a pair of drive modules disposed at opposite ends of the bodymodule.

FIG. 2 is a schematic view of another example vehicle comprising a bodymodule and a pair of drive modules disposed at opposite ends of the bodymodule.

FIG. 3 is a schematic view of yet another example vehicle comprising abody module and a pair of drive modules disposed at opposite ends of thebody module, showing an alternate assembly technique.

FIG. 4 is a block diagram illustrating an example computing architectureof a vehicle comprising a body module and a pair of drive modules.

FIG. 5 is a schematic cross section of a vehicle showing an exampleconnection interface coupling a body module to a drive module.

FIG. 6 is a perspective view of an example drive module that may becoupled to a body module of a vehicle.

FIG. 7 is an exploded view of the example drive module of FIG. 6.

FIG. 8 is a flowchart illustrating an example method operating a vehicleresponsive to a fault in a component of the vehicle.

FIG. 9 is a flowchart illustrating example details of detecting a faultin a component of the vehicle.

FIG. 10 is a flowchart illustrating an example an example method ofinstalling and/or replacing a drive module of a vehicle.

FIG. 11 is a flowchart illustrating an example method of operating avehicle following replacement/installation of a drive module.

DETAILED DESCRIPTION

As discussed above, modern vehicle assembly plants use robotics andautomated assembly lines to assemble thousands of individual parts andassemblies into a complete vehicle. Even when manufacturers make use ofplatforming, vehicles that are part of a same platform still typicallyinclude numerous parts and assemblies that are unique to the particularmodel of vehicle. To intake and assemble so many disparate parts andassemblies, typical assembly plants are large, complex, and expensiveoperations. For example, assembly plants typically must maintaininventories of parts for numerous disparate vehicles. This inventorytakes space and inventory tracking systems are needed to keep track ofall of the different parts.

Additionally, vehicles made using traditional manufacturing and assemblyprocesses are difficult to service. Each different vehicle make andmodel has a different combination of components and assemblies. If avehicle component fails or needs service, the vehicle is typically takento a repair shop, and the repair shop determines the parts that areneeded for the service. In many cases, the repair shop may not stock theneeded parts in inventory and may need to order the parts. Once theneeded parts are obtained, a portion of the vehicle typically needs tobe disassembled in order to remove and replace the failed part. Thisprocess is complicated, time consuming, and requires specializedtraining.

This application describes vehicles composed of a relatively few numberof assemblies or “modules” that are assembled together during a finalassembly process. For instance, in some examples, vehicles may beassembled from two main types of modules, a body module and a drivemodule (e.g., one drive module at each end of the body module). Thus,the vehicle assembly plant can be very simple, compact, and inexpensiveto construct and maintain. Also, because the assembly involves only afew modules, inventory management at the vehicle assembly plant issimplified since the assembly plant need only maintain inventory of thefew modules used to assemble the vehicle.

If multiple different models of vehicle are to be assembled, each modelof vehicle may have a different body module, but the vehicles may sharea common drive module across the different models. This allowsproduction of the drive modules to benefit from economies of scale.Moreover, use of the same drive modules across multiple different modelsof body modules allows for flexibility in meeting changes in demand. Forinstance, if demand changes from one model to another, the same drivemodules may be used for either model. Only the number of the variousbody modules needed changes.

In some examples, the vehicles may be constructed so that substantiallyall major systems of the vehicle are located on the drive modules. Forinstance, each of the drive modules may include some or all of thefollowing: a propulsion system, power supply system and relatedelectronics, steering system, braking system, suspension system, heatingventilation and air conditioning (HVAC) system, and related controls andactuators for the forgoing systems. In some examples, the drive modulesmay also include exterior lighting, body panels, facia, and/or sensors.Including all of the major systems of the vehicle on the drive modulemaximizes the economies of scale for all of the included systems.Including all of the major systems of the vehicle on the drive modulealso simplifies the construction of the body module. This is beneficialbecause it allows for faster and easier construction of the body moduleswhich are typically larger and more cumbersome to handle. Also, becausefewer of each body module are manufactured, they benefit less fromeconomies of scale and thus it is preferable to simplify theirconstruction as much as possible.

The individual modules may be manufactured separately at specializedmodule manufacturing facilities. These module manufacturing facilitiesmay be optimized to manufacture the particular module allowing them tomanufacture the modules more efficiently and precisely. For instance,due to the smaller size of the drive modules relative to the overallsize of the vehicle, a more compact assembly process may be used toassemble the drive modules. Because the major systems of the vehicle areincluded in the drive modules, many adjustments and settings that aretypically done during final assembly can be done during assembly of thedrive module prior to delivery to the final assembly plant. Forinstance, alignment of wheels and lighting, and functional testing ofthe major systems can all be completed at the drive module manufacturingfacility. This further simplifies and speeds up the final vehicleassembly process.

The modular construction of the vehicles described herein greatlyimproves their reliability. For instance, in examples in which eachdrive module includes all major systems of the vehicle, the vehicle willinclude at least two instances of every major system, thereby providingredundancy. This redundancy enable the device to remain operationaldespite failure of a major system or component of the vehicle. That is,if one instance of a system on one derive module fails or needs service,the other instance of the system on the other drive module remainsfunctional allowing the vehicle to continue operating. In that sense,the vehicle is “fail operational.” By way of example and not limitation,if a drive motor of a first drive module fails, the failed drive modulemay be disconnected and the vehicle may continue to operate under thepower of a drive motor of a second drive module until such time as thefirst drive module can conveniently be serviced.

The modular construction of the vehicles described herein also greatlyimproves their serviceability. For instance, in the event of a failureor fault with a component or system of a drive module, the drive modulecan simply be removed and replaced with another drive module, gettingthe vehicle back in service quickly. In some examples, replacing amodule of a vehicle may be done in the field (e.g., on the side of theroad or in a parking lot) and then the removed module may be taken to ashop for service in a more favorable environment. Both drive modules andbody modules may be replaced in this fashion. For instance, if a faultoccurs with a motor, battery, or other major system of a drive module,the drive module may simply be removed from the vehicle and replacedwith another drive module. Conversely, if a body module has a fault(e.g., a side impact collision, a faulty door mechanism, etc.) the twodrive modules may be removed from the faulty body module and reattachedto a new body module. The replacement of a module may be performed byservice personnel, an automated service robot, or a combination of both.The modules themselves may store a manifest including a list of thespecific parts (e.g., model number, version, etc.) installed on themodule, and a diagnostic module including a fault log indicating thefaulty component(s) and/or sensor readings or other circumstancesleading up to the fault, to assist service personnel in diagnosing andrepairing the module.

In addition to improved serviceability, the modular design of thevehicles described herein also allows for more efficient use of spaceallowing for much more compact vehicles. For instance, becauseindividual components of the vehicle are not serviced while assembled tothe vehicle, many components of the vehicle can be packaged such thatthey have minimal or no clearance or are inaccessible while the moduleis installed on the vehicle. That is, hand access and service clearancedoes not need to be accounted for while the module is installed on thevehicle, since the servicing will be conducted with the module unmarriedfrom the vehicle.

While the above examples describe replacing a drive module of a vehiclein order to service the drive module, in another example, drive modulesmay be removed to upgrade and/or replenish components. In severalexamples, a drive module may be swapped out for a drive modulecontaining new brake systems, new power units, new HVAC systems, newsensor systems, or the like. In such examples, increased functionalityof the vehicle may be tested without the need to build an entirely newvehicle. In an example of replenishing components, a drive module havinga low battery charge may be swapped with a drive module having a fullycharged battery. In this way, vehicles need not be taken out of servicein order to charge their batteries, refill fluids, pressurizecomponents, and the like, thus maximizing vehicle up time.

By way of example and not limitation, vehicles according to thisapplication may include a body module, a first drive module coupled to afirst end of the body module, and a second drive module coupled to asecond end of the body module. The body module may include a passengercompartment to house one or more passengers. The body module alsoincludes a vehicle computing device to control operation of the vehicle.In some examples, the first drive module and the second drive module aresubstantially identical, while in other examples they may be differentfrom each other. The first drive module and/or the second drive modulein this example include a drive module frame to which are mounted firstand second wheels, an electric drive motor, and a heating ventilationand air conditioning (HVAC) system. The electric drive motor is coupledto the drive module frame and to the first and second wheels to drive atleast one of the first and second wheels. The HVAC system is disposed inor on the drive module frame to provide temperature controlled air tothe passenger compartment of the body module via one or more air ductsor connections. A power supply is disposed in the drive module andelectrically coupled to the electric drive motor and the HVAC system toprovide power to the electric drive motor and the HVAC system. A drivemodule control system is communicatively coupled, by wired or wirelessconnection, to the vehicle computing device of the body module. Thedrive module control system is configured to control operation of theelectric drive motor and the HVAC system based at least in part onsignals received from the vehicle computing device.

In some examples, the first drive module and/or the second drive modulemay additionally or alternatively include a steering assembly coupled tothe first and second wheels to steer the first and second wheels, abraking assembly coupled to the first and second wheels to brake thefirst and second wheels, a suspension assembly to movably couple thefirst and second wheels to the drive module frame, one or more exteriorbody panels or fascia of the vehicle, and/or one or more exterior lightsof the vehicle. The vehicle may also include one or more sensors tosense objects surrounding the vehicle or conditions of the vehicle.These sensors may be located on the body module, the drive modules, orsome sensors may be located on the body module while other sensors arelocated on the drive modules. Examples of sensors that may be includedon the body module, the drive modules, or both include, withoutlimitation, ultrasonic sensors, radar sensors, light detection andranging (LIDAR) sensors, cameras, microphones, inertial sensors (e.g.,inertial measurement units, accelerometers, gyros, etc.), globalpositioning satellite (GPS) sensors, and the like.

In some examples, a crash structure of the vehicle may be built into thedrive modules. Thus, if a vehicle is involved in a collision, theimpacted drive module may absorb the impact minimizing damage to thebody module and the other drive module. In that case, the impacted drivemodule may be removed and replaced with a new drive module, putting thevehicle back into service quickly. When included, the crash structuremay be coupled to the drive module frame. The crash structure isconfigured to crumple or collapse responsive to an impact forceexceeding an impact threshold to absorb the impact force. In someexamples, the crash structure may comprise one or more extruded railsconstructed of material and sized and shaped so as to crushsubstantially smoothly and continuously responsive to an impact. In someexamples, the crash structure may comprise a pair of generallyrectangular tubular or C-shaped crash rails. In some examples, the crashstructure may be made of a relatively ductile metal, such as aluminum.

One or more brackets may be used to couple the crash structure to thebody module. In that case, a first end of the one or more brackets maybe coupled to the crash structure and a second end of the one or morebrackets may be coupled to the body module. The second end of the one ormore brackets may be made to have a larger surface area than a surfacearea of the first end of the one or more brackets in order to distributeimpact forces transferred by the crash structure to the larger area ofthe body module. In this way, damage to the body module may be minimizedand, in many cases, damage caused by the impact may be isolated to theimpacted drive module.

The drive modules may be coupled to the body module via a connectioninterface. In some examples, a first connection interface may be usedfor coupling the first drive module to the first end of the body module,and a second connection interface may be used for coupling the seconddrive module to the second end of the body module. The first connectioninterface and/or the second connection interface may include one or moremechanical connectors, electrical connectors, fluid connectors, and/orair connectors. The mechanical connector(s) mechanically connect thebody module to a respective one of the drive modules. The mechanicalconnector(s) may include one or more bolts, rivets, quick connects, camlocks, lever latch connectors, or other fasteners. The mechanicalconnector also includes one or more alignment guides to align the bodymodule relative to the respective one of the drive modules. Theelectrical connector(s) electrically connect the body module to therespective one of the drive modules. The electrical connector(s) mayinclude low voltage and/or high voltage connections. The fluidconnector(s) fluidically connect the respective one of the drive modulesto the body module and/or the other drive module. The fluid connectionsmay be used to transmit brake fluid, transmission fluid, suspensionfluid, coolant, window cleaner, other liquids, or the like. The airconnector(s) provide passages through which to receive temperaturecontrolled air from the HVAC system of the respective one of the drivemodules. Additionally or alternatively the air connector(s) may providepassages for compressed air from a compressor of the respective drivemodule to the body module and/or the other drive module. The compressedair may be used in connection with an air suspension system, dooropening/closure mechanisms, or the like. The electrical connector(s),fluid connector(s), and/or air connector(s) may be blind matingconnectors that securely contact/seal with complementary connectors onthe drive modules when the mechanical connection(s) are engaged.

These and other aspects are described further below with reference tothe accompanying drawings. The drawings are merely exampleimplementations, and should not be construed to limit the scope of theclaims. For example, while the example vehicles are shown and describedas being autonomous vehicles that are capable of navigate betweenlocations without human control or intervention, techniques describedherein are also applicable to non-autonomous and/or semi-autonomousvehicles. Also, while the vehicle is illustrated as having a coach stylebody module, other body modules are contemplated. Body modulesconfigured to accommodate any number of one or more passengers (e.g., 1,2, 3, 4, 5, 6, 7, 8, etc.) are contemplated. Additionally, while theexample body modules shown include a passenger compartment, in otherexamples the body module may not have passenger compartment (e.g., inthe case of a cargo vehicle, delivery vehicle, construction vehicle,etc.).

Example Modular Vehicle Architecture

FIG. 1 is a schematic view of an example vehicle 100 comprising a bodymodule 102 and a pair of drive modules, namely first drive module 104Aand a second drive module 104B. FIG. 1 illustrates the vehicle 100 in anunassembled state (at the top of the page) and an assembled state (atthe bottom of the page). In the unassembled state shown at the top ofthe page, the body module 102 is supported by supports 106. The supports106 may comprise jacks (e.g., hydraulic jacks, screw jacks, scissorjacks, pneumatic cylinders, etc.) that are built into an underside ofthe body module 102. In that case, the supports 106 may be operated(i.e., extended and retracted) manually by an operator or automatedservices robot, or automatically when vehicle power is available (e.g.,when a battery is provided on the body module, when one or more drivemodules are installed, and/or when auxiliary power is available from anautomated services robot for example). Bottom surfaces of the supports106 are shown in this example as being flat surfaces. However, in otherexamples, one or more of the supports 106 may comprise casters or otherwheels to allow the body module 102 to be moved or repositioned duringinstallation or removal of the drive modules. In some examples, suchsupports 106 need not be built into the vehicle and may, instead bebuilt into a service center, or the like.

During installation, in this example, the drive modules 104A and 104Bare installed by moving them toward the body module 102 in alongitudinal or “X” direction of the vehicle 100, as shown by thehorizontal arrows in FIG. 1. As discussed in further detail below withreference to FIG. 10, in some examples, the drive modules 104A and 104Bmay be moved into position by driving them under their own power. Inthat case, the drive modules 104A and 104B may be driven into positionunder their own control, under control of a vehicle controller of thebody module, or under control of an external device 108 such as, forexample, a remote control device (e.g., operated by an installer ortechnician), a teleoperations computing device, or a computing device ofan automated services robot. In other examples, however, the drivemodules 104A and 104B may be manually placed into position forattachment by an installer/technician or an automated service robot. Insome examples, regardless of how the drive modules 104A and 104B arecontrolled, a stabilization algorithm may be employed such that eitherdrive module 104A and/or 104B remain in an upright orientation to bereceived by the body module 102, despite being unconnected. Such astabilization algorithm may be provided by any one or more of acomputing device located in the vehicle body module, a teleoperationscomputing device, a remote control computing device, or amicrocontroller/computing device located on the drive module 104A or104B.

In some examples, mating the drive modules 104A and 104B with the bodymodule 102 in the X-direction may have benefits such as ease ofinstallation and/or removal, since the body module 102 need not beelevated in order to remove and/or install the drive modules 104A and104B. Additionally or alternatively, in some examples, mating in theX-direction means that connection points between the drive modules 104Aand 104B with the body module 102 are generally aligned with thedirection of travel of the vehicle and, hence, the direction ofpotential impact in the case of a collision. Thus, any impact forcesapplied to the longitudinal ends of drive modules 104A and 104B willgenerally result in compressive forces substantially aligned with theconnection points, thereby minimizing stresses on the connection pointsduring a collision.

Once either the drive modules 104A or 104B are in position adjacentfirst or second ends, respectively, of the body module 102, they arecoupled to the body module 102 by one or more mechanical connectors.Such coupling may be performed simultaneously, successively, orindividually. Example mechanical connectors that may be used to couplethe drive modules 104A and 104B to the body module 102 are described indetail below with reference to FIG. 5. Once the drive modules 104A and104B are coupled to the body module 102, the supports 106 may beretracted (manually or automatically under vehicle power) and thevehicle 100 is assembled as shown at the bottom of FIG. 1 and ready todrive.

In this example, the vehicle 100 is a bidirectional vehicle and thefirst drive module 104A and the second drive module 104B aresubstantially identical to one another. As used herein, a bidirectionalvehicle is one that is configured to switch between traveling in a firstdirection of the vehicle and a second, opposite, direction of thevehicle. In other words, there is no fixed “front” or “rear” of thevehicle 100. Rather, whichever longitudinal end of the vehicle 100 isleading at the time becomes the “front” and the trailing longitudinalend becomes the “rear.” In other examples, the techniques describedherein may be applied to vehicles other than bidirectional vehicles.Also, whether or not the vehicle is bidirectional, the first drive andsecond drive modules may be different from one another. For example, onedrive module may have a subset of the features of the other drivemodule. In one such example, the first module may include a first,comprehensive set of vehicle systems (e.g., drive motor, battery,steering system, braking system, suspension system, HVAC, sensors,lights, body panels, facia, etc.) while the second drive module includesa limited subset of vehicle systems (e.g., suspension system, brakingsystem, sensors, lights, and facia). In other examples, the drivemodules may have one or more distinct or mutually exclusive vehiclesystems (e.g., one drive module has an HVAC system and the other drivemodule has a drive motor). As another non-limiting example of such, onemodule may have an HVAC system while the other drive module has a newerHVAC system having a higher efficiency.

As shown this example, the body module 102 includes a passengercompartment with an opening for ingress and egress of passengers. Theopening is covered by a pair of doors 110. The doors 110 may be openedmanually or automatically by actuators in the body module 102. One ormore speakers, lights, and/or interfaces (e.g., physical buttons,switches, controls, microphones, and/or displays including one or moregraphical interfaces) may be disposed within the passenger compartmentof the body module 102 to receive input from, and provide output to, oneor more passengers of the vehicle 100. The body module 102 also includesseveral windows and a sunroof or moon roof, which are unnumbered in thisfigure. The windows and/or the sun/moon roof may open manually,automatically, or may not be openable. The body module 102 also includesa vehicle computing device (not shown in this figure) to controloperation of the vehicle 100. Details of an example vehicle computingdevice usable with the vehicle 100 are described below with reference tothe example computing architecture of FIG. 4.

The drive modules 104A and 104B include wheels 112 and one or morevehicle systems (e.g., propulsion systems, power systems, steeringsystems, braking systems, suspension systems, and/or other systems)which are not shown in this figure. Details of an example drive modulethat is suitable for use as drive modules 104A and 104B are describedwith reference to FIGS. 6 and 7. However, other drive moduleconfigurations may alternatively be used for drive modules 104A and104B.

The vehicle 100 may also include one or more sensors to sense objectssurrounding the vehicle or conditions of the vehicle and/or one or moreemitters to emit light or sound into a surrounding of the vehicle. Thesesensors and/or emitters may be located on the body module 102, the drivemodules 104A and 104B, or both. In this example, the sensors andemitters are illustrated representatively by reference numbers 114, 116,and 118. Each of these reference numbers (114, 116, and 118) maycorrespond to a sensor, an emitter, or a combination of sensors andemitters. However, it should be understood that vehicles according tothis disclosure may include more or fewer sensors and/or emitters thanthose shown by reference numbers 114, 116, and 118, and the locations ofthe sensors and/or emitters may be positioned at additional oralternative locations on the body module, the drive module, or somecombination thereof. Examples of sensors that may be represented byreference numbers 114, 116, and/or 118 include, without limitation,ultrasonic sensors, radar sensors, light detection and ranging (LIDAR)sensors, cameras, microphones, inertial sensors (e.g., inertialmeasurement units, accelerometers, gyros, etc.), global positioningsatellite (GPS) sensors, and the like. Examples of emitters that may berepresented by reference numbers 114, 116, and/or 118 include, withoutlimitation, lights to illuminate a region generally in front or behindthe vehicle (e.g., head/tail lights), lights to signal a direction oftravel or other indicator of vehicle action (e.g., indicator lights,signs, light arrays, etc.), one or more audio emitters (e.g., speakers,speaker arrays, horns, etc.) to audibly communicate with pedestrians orother nearby vehicles.

In one nonlimiting example, reference number 114 may be disposed on thedrive modules 104A and 104B and represent lights to illuminate a regiongenerally in front or behind the vehicle (e.g., head/tail lights),reference number 116 may be disposed on the body module and mayrepresent a group of sensors, such as LIDAR sensors and cameras, andreference number 118 may be disposed on the body module 102 and mayrepresent arrays of audio and visual emitters. However, as discussedthroughout, this is but one example and additional or alternativesensors and/or emitters may be included on the body module 102, thedrive modules 104A and 104B, or both.

FIG. 2 is a schematic view of another example vehicle 200 comprising abody module 202 and a pair of drive modules, namely a first drive module204A and a second drive module 204B, disposed at opposite ends of thebody module 202. This example is similar to that of FIG. 1 except forthe split between the body module 202 and the drive modules 204A and204B. In this example, a lower portion of a windscreen and/or body panel206 is included as part of the drive modules rather than as part of thebody module 202 as was the case in FIG. 1. As a consequence, in thisexample, the sensors represented by reference number 116 is included aspart of the drive modules 204A and 204B rather than as part of the bodymodule 202.

FIG. 3 is a schematic view of yet another example vehicle 300 comprisinga body module 302 and a pair of drive modules, namely a first drivemodule 304A and a second drive module 304B, disposed at opposite ends ofthe body module 302. This example is similar to that of FIG. 1 exceptthat the drive modules 304A and 304B mount to the body module 302 in avertical or “Z” direction. In this example, supports 306 may elevate orraise the body module 302, and the drive modules 304A and 304B may bemoved into position (manually or under their own power) below first andsecond ends of the body module 302. The supports 306 may then be loweredto set the body module 302 onto the drive modules 304A and 304B. Thisprocess may be performed for both drive modules 304A and 304Bsimultaneously, or one drive module 304A may be installed/replaced andthen the process may be repeated to install/replace the other drivemodule 304B. One advantage of mating the drive modules 304A and 304B tothe body module in the Z-direction is that this technique allows thedrive modules 304A and 304B to have components (e.g., HVAC components,shock/strut mounts, etc.) protruding from a top thereof into a cavity inthe body module 302.

Example Computing Architecture

FIG. 4 is a block diagram illustrating an example computing architectureof a vehicle 400 comprising a body module 402, a first drive module 404Aand a second drive module 404B. The first and second drive modules 404Aand 404B are coupled to the body module 402 by connection interfaces406. The connection interfaces 406 include one or more mechanicalconnections as well as connections for any vehicle systems found on thedrive modules 404A and 404B. In this case, the connection interfaces 406each include, in addition to the mechanical connection(s), one or moreelectrical connections, fluid connections, and air connections.

The connection interfaces 406 may provide electrical, fluid, and/or airconnections from the drive modules 404A and 404B to systems of the bodymodule 402. For example, at any given time, one or both of the drivemodules 404A and 404B may supply low voltage electricity over theelectrical connection to power computing systems of the body module 402.Also, data and communications may be transmitted bidirectionally overthe electrical connection. Temperature controlled air from HVAC systemsof one or both drive modules 404A and 404B may be conveyed to the bodymodule via the air connections.

Additionally, the connection interfaces 406 may provide electrical,fluid, and/or air connections between the drive modules 404A and 404B.This may be accomplished via a bypass or direct connection 408 in thebody module 402 that directly connects the drive modules 404A and 404B.For example, a hydraulic braking system of the first drive module 404Amay be in direct fluidic communication with a hydraulic braking systemof the second drive module 404B via direct connection 408 in order tobalance the pressure in the braking systems of both drive modules 404Aand 404B. As another example, compressed air from a compressed airsystem of the first drive module 404A may be directly connected to acompressed air system of the second drive module 404B to balance airpressure of an air suspension system of one or both drive modules 404Aand 404B. As yet another example, the direct connection 408 may providea high voltage link between the batteries of the two drive modules 404Aand 404B in order operate the vehicle off the batteries of both drivemodules 404A and 404B to maintain voltage equilibrium between thebatteries. While not shown, a switch or valve may be disposed in thedirect connection 408 in order selectively close one or more of thedirect electrical, fluid, and/or air connections between the drivemodules 404A and 404B.

The body module 402 includes one or more sensor systems 410. In thisexample, the sensor system(s) 410 include one or more location sensors(e.g., GPS, compass, etc.), inertial sensors (e.g., inertial measurementunits, accelerometers, gyroscopes, etc.), LIDAR sensors, radar sensors,cameras (RGB, IR, intensity, depth, etc), microphones, and/orenvironmental sensors (e.g., temperature sensors, pressure sensors,humidity sensors, etc.). The sensor system(s) 410 may include multipleinstances of each of these or other types of sensors. For instance, theLIDAR sensors may include individual LIDAR sensors located at thecorners, front, back, sides, and/or top of the vehicle 400. As anotherexample, the camera sensors may include multiple cameras disposed atvarious locations about the exterior and/or interior of the vehicle 400.Additionally, in other examples, the body module may include additionalor alternative sensors. The sensor system(s) 410 provide input to avehicle computing device 412 of the body module 402.

The vehicle computing device 412 includes one or more processors 414 andmemory 416 communicatively coupled with the one or more processors 414.In the illustrated example, the vehicle 400 is an autonomous vehicle.Thus, the memory 416 of the vehicle computing device 412 stores alocalization system 418 to determine where the vehicle 400 is inrelation to a local and/or global map, a perception system 420 toperform object detection and/or classification, and a planner system 422to determine routs and/or trajectories to use to control the vehicle400. Additional details of localizer systems, perception systems, andplanner systems that are usable can be found in U.S. patent applicationSer. No. 14/932,963, filed Nov. 4, 2015, entitled “Adaptive Mapping toNavigate Autonomous Vehicle Responsive to Physical Environment Changes,”and Ser. No. 15/632,208, filed Jun. 23, 2017, entitled “TrajectoryGeneration and Execution Architecture,” both of which are incorporatedherein by reference.

The vehicle 400 also includes one or more emitters 424 for emittinglight and/or sound. The emitters 424 in this example include interioraudio and visual emitters to communicate with passengers of the vehicle400. By way of example and not limitation, interior emitters may includespeakers, lights, signs, display screens, touch screens, haptic emitters(e.g., vibration and/or force feedback), mechanical actuators (e.g.,seatbelt tensioners, seat positioners, headrest positioners, etc.), andthe like. The emitters 424 in this example also include exterioremitters. By way of example and not limitation, the exterior emitters inthis example include lights to signal a direction of travel or otherindicator of vehicle action (e.g., indicator lights, signs, lightarrays, etc.), and one or more audio emitters (e.g., speakers, speakerarrays, horns, etc.) to audibly communicate with pedestrians or othernearby vehicles. In this example, lights to illuminate a regiongenerally in front or behind the vehicle (e.g., head/tail lights) areshown as being disposed on the drive modules 404A and 404B. However, inother examples, such lights may additionally or alternatively beincluded on the body module 402.

The vehicle computing device 412 also includes a variety of othervehicle system controllers 426 configured to control steering,propulsion, braking, safety, emitters, communication, and other systemsof the vehicle 400. These system controllers 426 may communicate withand/or control corresponding systems of the drive modules 404A and 404Band/or the body module 402.

The body module 402 also includes one or more communicationconnection(s) 428 that enable communication by the vehicle 400 with oneor more other local or remote computing devices. For instance, thecommunication connection(s) 428 may facilitate communication with otherlocal computing devices on the body module 402 and/or the drive modules404A and 404B. Also, the communication connection(s) 428 may allow thevehicle to communicate with other nearby computing devices (e.g., othernearby vehicles, traffic signals, etc.). For instance, thecommunications connection(s) 428 may enable to the body module 402 tocommunicate with a nearby drive module during an installation process tocontrol or guide the drive module into engagement with the body module402, or during a disengagement process to detach and control or guidethe detached drive module away from the body module. The communicationsconnection(s) 428 also enable the body module 402 to communicate with aremote teleoperations computing device or other remote services.

The communications connection(s) 428 include physical and/or logicalinterfaces for connecting the vehicle computing device 412 to anothercomputing device or a network. For example, the communicationsconnection(s) 428 may enable WiFi-based communication such as viafrequencies defined by the IEEE 802.11 standards, short range wirelessfrequencies such as Bluetooth®, or any suitable wired or wirelesscommunications protocol that enables the respective computing device tointerface with the other computing devices.

The drive modules 404A and 404B are shown in this example as beingidentical. Thus, the components of the drive modules 404A and 404B arediscussed together. However, in other examples, the first drive module404A may be different than the second drive module 404B. For instance,as discussed above, one drive module may have a subset of the featuresof the other drive module, or the drive modules may have one or moredistinct or mutually exclusive vehicle systems. In examples in which thedrive modules 404A and 404B are identical, they provide the vehicle withredundancy of systems and components (e.g., sensors, battery, inverter,motor, steering, braking, suspension, HVAC, lighting, drive modulecontroller, communication connections, etc.). Thus, if a system of onedrive module or a component thereof fails or needs services, in manyinstances, the vehicle will be able to continue to operate by relying onthe corresponding system or component of the other drive module.

In the illustrated example, the drive modules 404A and 404B include oneor more sensor systems 430 to detect conditions of the drive modulesand/or the surroundings of the vehicle. By way of example and notlimitation, the sensor system(s) 430 may include one or more wheelencoders (e.g., rotary encoders) to sense rotation of the wheels of thedrive modules, inertial sensors (e.g., inertial measurement units,accelerometers, gyroscopes, etc.) to measure orientation andacceleration of the drive module, cameras or other image sensors,ultrasonic sensors to acoustically detect objects in the surroundings ofthe drive module, LIDAR sensors, and/or radar. Some sensors, such as thewheel encoders may be unique to the drive modules 404A and 404B. In somecases, the sensor system(s) 430 on the drive modules may overlap orsupplement corresponding systems of the body module 402. For instance,when present, the LIDAR sensors on the drive modules 404A and 404B maybe in addition to, and may supplement the fields of view of, the LIDARsensors on the body module 402. Other sensors such as the inertialsensors of the drive modules 404A and 404B may measure the same orsimilar forces/conditions as the inertial sensors on the body module402, but may measure them from the perspective of the drive module. Thismay, for instance, enable to the drive modules 404A and 404B to operateand “balance” on their own even when detached from the body module 402.In some examples, such sensor systems 430 include, but are not limitedto, mass airflow sensors, pressure sensors for tires, battery chargecapacity sensors, various microcontrollers capable of outputtingdiagnostic signals of associated systems or subsystems, and the like.

The drive modules 404A and 404B in this example include many of thevehicle systems, including a high voltage battery 432, an inverter 434to convert direct current from the battery into alternating current foruse by other vehicle systems, an electric drive motor 436 to propel thevehicle, a steering system 438 including an electric steering motor andsteering rack, a braking system 440 including hydraulically or electricactuators, a suspension system 442 including hydraulic and/or pneumaticcomponents, an HVAC system 444, lighting 446 (e.g., lighting such ashead/tail lights to illuminate an exterior surrounding of the vehicle),and one or more other systems 448 (e.g., cooling system, tractioncontrol, safety systems, onboard charging system, other electricalcomponents such as a DC/DC converter, a high voltage junction, a highvoltage cable, charging system, charge port, etc.).

The drive modules 404A and 404B also include a drive module controller450 to receive and preprocess data from the sensor system(s) 430 and tocontrol operation of the various vehicle systems 432-448. The drivemodule controller 450 includes one or more processors 452 and memory 454communicatively coupled with the one or more processors 452. The memory454 of the drive modules 404A and 404B stores a manifest 456 including alist or other data structure maintaining an inventory of the componentsthat are included in the respective drive module. In some examples, suchan inventory may include batch numbers for various parts, components,systems, or subsystems. In some examples, the manifest 456 may begenerated and/or updated automatically by, for example, communicationwith the individual components/systems, or by sensing or reading one ormore machine readable codes associated with the individualcomponents/systems (e.g., by reading a radio frequency ID tag or barcodeapplied to each component/system). Additionally or alternatively, somecomponents/systems may be added to the manifest manually by a technicianwhen assembling or servicing the drive module.

A diagnostics module 458 may execute on the drive module controller 450to check systems of the respective drive module to ensure that they areoperating within normal operating parameters. The diagnostics module 458may employ data collected by sensor system(s) 430 of the drive moduleand/or data from the sensor system(s) 410 or vehicle computing device412 of the body module 402. Any failures or anomalies may be recorded ina fault log 460. The fault log 460 may include an indication of thefailure or anomalous measurement detected and an identifier off thecomponent(s)/system(s) involved. The fault log 460 may also store asnapshot of operating conditions leading up to the failure or anomalousmeasurement. The manifest 456 and the fault log 460 may be storedlocally at the drive module and used by service technicians totroubleshoot problems when servicing the drive module. Additionally oralternatively, the manifest 456 and/or fault log 460 may be reported tothe body module 402, an automated service robot, and/or to a remoteservice (e.g., a teleoperations computing device, an inventory trackingsystem, etc.). This reporting may occur periodically (e.g., daily,hourly, etc.) or upon the occurrence of certain events (e.g., detectionof a collision, transit to a service location, etc.). In some examples,the manifest 456 and/or fault log 460 (or a subset thereof) may beincluded in a vehicle heartbeat signal that is periodically transmittedto a remote fleet management system or teleoperations service.

The drive modules 404A and 404B also include one or more communicationconnection(s) 462 that enable communication by the respective drivemodule with one or more other local or remote computing devices. Forinstance, the communication connection(s) 462 may facilitatecommunication with other local computing devices on the respective drivemodule and/or the body module 402. Also, the communication connection(s)462 may allow the drive module to communicate with other nearbycomputing devices (e.g., detached by proximate body module, an automatedservices vehicle, a remote control device, etc.). For instance, thecommunications connection(s) 462 may enable to the drive module tocommunicate with a nearby body module during an installation process tofacilitate engagement with the body module 402, or during adisengagement process to detach and control or guide the drive moduleaway from the body module. The communications connection(s) 462 alsoenable the drive modules 440A and 404B to communicate with a remoteteleoperations computing device or other remote services.

The communications connection(s) 462 include physical and/or logicalinterfaces for connecting the drive module controller 450 to anothercomputing device or a network. For example, the communicationsconnection(s) 462 may enable WiFi-based communication such as viafrequencies defined by the IEEE 802.11 standards, short range wirelessfrequencies such as Bluetooth®, or any suitable wired or wirelesscommunications protocol that enables the respective computing device tointerface with the other computing devices.

The processor(s) 414 of the body module 402 and the processor(s) 452 ofthe drive modules 404A and 404B may be any suitable processor capable ofexecuting instructions to process data from the sensor system(s) 410 and430 and control operation of the vehicle systems. By way of example andnot limitation, the processor(s) 414 and 452 may comprise one or moreCentral Processing Units (CPUs), Graphics Processing Units (GPUs), orany other device or portion of a device that processes electronic datato transform that electronic data into other electronic data that may bestored in registers and/or memory. In some examples, integrated circuits(e.g., ASICs, etc.), gate arrays (e.g., FPGAs, etc.), and other hardwaredevices may also be considered processors in so far as they areconfigured to implement encoded instructions.

Memory 416 and memory 454 are examples of non-transitorycomputer-readable media. Memory 416 and memory 454 may store anoperating system and one or more software applications, instructions,programs, and/or data to implement the methods described herein and thefunctions attributed to the various systems. In various implementations,the memory may be implemented using any suitable memory technology, suchas static random access memory (SRAM), synchronous dynamic RAM (SDRAM),nonvolatile/Flash-type memory, or any other type of memory capable ofstoring information. The architectures, systems, and individual elementsdescribed herein may include many other logical, programmatic, andphysical components, of which those shown in the accompanying figuresare merely examples that are related to the discussion herein.

Example Connection Interface

FIG. 5 is a schematic cross section of a vehicle showing an exampleconnection interface 500 coupling a body module 502 to a drive module504. The connection interface 500 is one example of a connectioninterface that can be used with vehicles 100, 200, 300, and 400. Theconnection interface 500 includes components on both the body module 502and the drive module 504. In that sense, the body module 502 has aconnection interface and the drive module 504 has a complimentaryconnection interface. However, for the purposes of this discussion,unless otherwise indicated, the connection interface 500 refers to thecomponents of both the body module 502 and the drive module 504. Theconnection interface 500 is one example of a connection interface thatcan be used with vehicles 100, 200, 300, and 400.

Since FIG. 5 is a cross section, it illustrates a mechanical connector506 or “coupler,” an electrical connector 508, a fluid (e.g., hydraulic,brake, transmission, suspension, coolant, etc.) connector 510, and anair connector 512. However, the connection interface 500 may includemultiple of each of these types of connectors. For instance, theconnection interface 500 may include any number of one or moremechanical connectors 506 (e.g., 1, 2, 4, 8, or more) as appropriate tosecure the drive module 504 to the body module 502. As another example,the connection interface 500 may include multiple electrical connectors508, including one or more high voltage electrical connectors to connecthigh voltage from a battery of the drive module 504 with a battery ofthe other drive module and/or with systems on the body module, and oneor more low voltage connectors to provide low voltage to power and/orcommunicate with systems of the body module. The connection interface500 may also include multiple fluid connectors (e.g., to equalizepressure in hydraulic/brake lines, for coolant inlets and/or outlets,etc.). The connection interface 500 may also include multiple airconnectors (e.g., to provide temperature controlled air from the HVACsystem of the drive module 504 to the passenger compartment of the bodymodule 502, to connect compressed air from a compressor of the drivemodule 504 to operate door locks or other systems of the body module 502and/or to connect compressed air systems of the two drive modules foruse with an air suspension system). In some examples, the electricalconnectors 508, fluid connectors 510, and/or air connectors 512 may beblind connectors that automatically contact/connect/seal when the drivemodule 504 contacts and is mechanically connected to the body module502.

The illustrated mechanical connector 506 comprises a tapered shaft 514that protrudes from the body module 502 and is received by acomplimentary tapered collet 516 on the drive module 504. The taperedshaft 514 and collet 516 act as guides to align the drive module 504with the body module 502 during attachment. The collet 516 includesmultiple pins 518 or ball bearings that slide over a tip of the shaft514 and lock into a groove around the shaft 514, securing the collet 516(and hence the drive module 504) to the shaft 514 (and the body module502). The pins 518 may be spring loaded such that they snap intoengagement in the groove. The pins 518 may be disengaged from the grooveby, for example, a manual release lever or automatically by a solenoidor other actuator of the body module 502 or the drive module 504. Inother examples, the location of the shaft and the collet may be switched(e.g., the shaft may be located on the drive module and the collet maybe located on the body module). Also, in other examples, other types ofmechanical connectors may be used (e.g., cam locks, bolts, etc.). Insome examples, the connection interface 500 may use multiple differenttypes of mechanical connections.

The mechanical connector(s) 506 connect a crash structure 520 of thedrive module 504 to the body module 502. In the event that the vehicleis in a collision, an impact crash load is applied to a bumper 522 ofthe vehicle. The impact crash load is a force applied generally parallelwith a longitudinal axis of the vehicle and is generally aligned withthe crash structure 520. If the collision is of sufficient force, thecrash structure 520 will crumple, collapse, or otherwise deform toabsorb the forces of the impact. In this way, the drive module 504 mayminimize impact forces and damage imparted to the body module 502.Because the mechanical connector(s) 506 in this example are aligned withthe crash structure 520, the mechanical connector(s) 506 are subjectedto minimal shear forces (e.g. forces perpendicular to the longitudinaldirection) due to the collision, thus minimizing the chances that thedrive module 504 will become disconnected from the body module 502during a collision.

In the illustrated example, all of the connectors extend parallel to oneanother from common surfaces of the body module and drive module,respectively. However, in other examples, the connectors may extend indifferent directions from, or be disposed on different surfaces of, thebody module or the drive module, respectively. The illustratedconnection interface 500 is shown mating a drive module with a bodymodule horizontally (i.e., in the X-direction). However, the same orsimilar connection interface may also be used to mate a drive modulewith a body module vertically (i.e., in the Z-direction).

Example Drive Module

FIG. 6 is a perspective view of an example drive module 600. The drivemodule 600 is an example of the drive modules, or may be used instead ofthe drive modules, shown with the vehicles in FIGS. 1-5, for example.However, the drive module 600 is not limited to use in such vehicles.

The drive module 600 in this example includes wheels 602, body panels(e.g., fenders 604 and front fascia 606), a high voltage battery 608, asuspension system (including shock towers 610 and shocks/dampers 612),and an HVAC system 614. A propulsion system, steering system, brakingsystem, cooling system and other components are also included in thedrive module 600, but are not visible in this figure. Also shown in thisfigure are brackets 616 which connect crash structure 618 of the drivemodule 600 with a body module. As shown, a first end of the brackets 616is coupled to the crash structure 618 and a second end of the brackets616 (distal from the drive module) is configured to couple to the bodymodule. The second end of the brackets has a larger surface area than asurface area of the first end of the brackets. This helps to distributeimpact forces transferred by the crash structure 618 to the larger areaof the body module and, consequently, helps to isolate damage caused bya collision to the drive module.

In some examples, the drive module 600 may arrive at the final assemblyplant fully assembled, generally as shown in FIG. 6, and ready to bemated with a body module. In that case, the wheels 602 may be aligned atthe factory, the battery 608 may be charged, fluid reservoirs may befilled, joints may be greased, etc.

FIG. 7 is an exploded view of the drive module 600 showing internalcomponents of the drive module 600. In addition to the componentsdescribed with reference to FIG. 6, the drive module 600 also includes apropulsion system (including a drive motor 700, gear box 702, and axles704), a steering system (including a steering rack 706), a brakingsystem (including disks 708 and calipers 710), and a cooling system(including a radiator 712, radiator ducting 714, one or more coolantreservoirs 716, and one or more coolant pumps 718). The battery 608,propulsion system, steering system, suspension system, body panels, andother components are coupled to a drive module frame (including a lowersub-frame 720 and an upper sub-frame 722).

The suspension system further includes control arms 724 coupled to thelower sub-frame 720. A motor mount 726 couples the drive motor 700 andgear box 702 to the lower sub-frame 720. An inverter 728 is disposedabove the drive motor 700.

A bumper 730 is coupled to the crash structure 618 and the uppersub-frame 722. An anti-sway bar 732 is coupled to suspension/steeringsystems to reduce body roll. A skid plate 734 is disposed under thelower sub-frame to protect an underside of the drive module 600. In FIG.7, all wiring harnesses, coolant lines, and brake lines have beenomitted for clarity. One of ordinary skill in the art would readilyunderstand where and how to connect the omitted harnesses and lines.

Example Methods

FIGS. 8-10 are flowcharts showing example methods involving vehicleshaving drive modules that are detachable from a body module. The methodsillustrated in FIGS. 8-10 are described with reference to one or more ofthe vehicles, body modules, and/or drive modules shown in FIGS. 1-7 forconvenience and ease of understanding. However, the methods illustratedin FIGS. 8-10 are not limited to being performed using the vehicles,body modules, and/or drive modules shown in FIGS. 1-7, and may beimplemented using any of the other vehicles, body modules, and/or drivemodules described in this application, as well vehicles, body modules,and/or drive modules other than those described herein. Moreover, thevehicles, body modules, and/or drive modules described herein are notlimited to performing the methods illustrated in FIGS. 8-10.

FIG. 8 illustrates an example method 800 of operating a vehicle, such asvehicle 100, 200, 300, or 400, responsive to a fault in a component ofthe vehicle. The vehicle in this example includes a body module, a firstdrive module that is removably coupled to a first end of the bodymodule, and a second drive module that is removably coupled to a secondend of the body module. In some examples, the body module may include apassenger compartment, while in others it may not.

The method 800 includes operation 802, during which the vehicle operatesat least partially using the first drive module. In some examples,during operation 802 the vehicle may be using both the first and seconddrive modules. In other examples, during operation 802 the vehicle maybe using just the first drive module and the second drive module may beat least partially deactivated.

During operation, the vehicle may monitor systems of the vehicle to makesure they are functioning properly. This monitoring may be performed byone or both of the drive modules (e.g., by diagnostics module 458), by aprogram running on a computing device of the body module (e.g., by asystem controller 426 of the vehicle computing device 412), or both. Atoperation 804, the vehicle determines whether a fault has occurred inthe first drive module. A fault may correspond to a failure of acomponent of the drive module, an anomalous output of the component, ora condition detected by one or more sensor systems of the vehicle (e.g.,sensor systems 410 of the body module and/or sensor systems 430 of oneof the drive modules). Additional details of detecting a fault aredescribed with reference to FIG. 9. If, at operation 804, no fault isdetected in the first drive module, the method returns to operation 802and continues to operate at least partially using the first drivemodule. If, however, a fault is detected in the first drive module, themethod 800 proceeds, at operation 806, to log the fault in memory of thefirst drive module for further diagnosis and trouble shooting. In someexamples, the vehicle may, at operation 808, transmit the fault log tothe body module and/or one or more other devices (e.g., a teleoperationscomputing device, an automated services robot, a computing device of atechnician, etc.). Transmission of the fault log, at operation 808, maybe performed immediately after logging the fault, or at a later timesuch as at a prescheduled diagnostic report time, upon the occurrence ofan event (e.g., upon traveling within a proximity of a service location,upon determining that the fault prevents the vehicle from operatingsafely, etc.).

At operation 810, the vehicle may deactivate the first drive module.Depending on the nature of the fault detected, deactivating the firstdrive module may be completely or partially deactivated (e.g.,individual components or systems impacted by the fault may bedeactivated). For instance, deactivating the first drive module atoperation 810 may include any or all of electrically disconnecting abattery of the first drive module from the body module and the seconddrive module, mechanically disengage the drive motor of the first drivemodule from the wheels of the first drive module so that the wheels canspin freely, locking the steering of the first drive module in a neutralposition so that the first drive module does not turn the vehicle,and/or putting the suspension of the first drive module in passivestate. In further examples, a system or component of a drive modulehaving a short circuit or blown fuse may simply be turned off, and/or anHVAC system of a drive module may be electrically and/or fluidicallydisconnected, while remaining operational systems of drive module mayremain active. In some examples, the battery or other energy storagesystem of one drive module may be sufficient to power electrical systemsof the body module (including the vehicle computing device), the otherdrive module, or both the body module and the other drive module. Thus,if the energy storage system of one drive module fails or becomesdischarged, the energy storage system of the other drive module canpower the vehicle to allow it to continue operating.

At operation 812, the vehicle determines whether or not the vehicle cancontinue to operate safely with the first drive module deactivated. Forinstance, the vehicle may determine whether or not it is able to safelycomplete a current trip with the first drive module deactivated. Whetheror not the vehicle can operate safely with the first drive moduledeactivated may depend on, for example, the nature of the fault, thecondition of the other drive module, a duration of the current trip, adistance from a service location, and/or other factors. For instance, ifthe fault relates to failed equipment (e.g., a flat tire, bad wheelbearing, broken sensor, etc.) or an unsafe condition (e.g., batterysubstantially over temperature), the vehicle may determine at operation812 that it cannot safely continue to operate. In that case, the method800 proceeds, at operation 814, to bring the vehicle to a safe stop and,at operation 816, to initiate replacement of the first drive module.Initiating replacement of the first drive module at operation 816 maybegin by sending a message to a teleoperations computing device, arepair service, an automated service robot, or other entity. Details ofan example method of replacing a drive module are provided below withreference to FIG. 10.

If, at operation 812, the vehicle determines that it is safe to continueoperating with the first drive module deactivated, the method 800continues to operation 818 if the vehicle is a bidirectional vehicle,else to operation 820. If the vehicle is a bidirectional vehicle,responsive to deactivating the first drive module and changing tooperate using the second drive module, at operation 818 the vehicle may,but need not necessarily, change a direction of travel. For instance, ifthe vehicle were traveling in a first direction under power of the firstdrive module prior to detection of the fault, after detecting the faultand deactivating the first drive module, the vehicle may commencetraveling in a second direction, substantially opposite the firstdirection. Thus, what was a trailing end of the vehicle prior to thefault becomes the leading end of the vehicle after the fault.

At operation 820, after deactivating the first drive module (andoptionally changing a direction of travel in the case of a bidirectionalvehicle), the vehicle proceeds to operate the vehicle using the seconddrive module, while the first drive module remains deactivated.Operation 820 may continue indefinitely, until the vehicle completes itscurrent route (i.e., to its next destination), until a next regularlyscheduled service appointment, or until an automated services robot isavailable (or within a predetermined distance of the vehicle), forexample.

FIG. 9 illustrates a method 900 including additional details ofdetecting a fault at operation 804. As shown in FIG. 9, operation 804may include detecting a fault in, for example, a drive motor of thefirst drive module, a battery of the first drive module, an inverter ofthe first drive module, a steering system of the first drive module, asuspension system of the first drive module, a braking system of thefirst drive module, and/or a heating ventilation and air conditioning(HVAC) system of the first drive module.

In some examples, at operation 902, a fault may be detected responsiveto detecting that an output (e.g., voltage or current) of a battery ofthe first drive module is outside a predetermined normal operatingrange, a charge state of a battery of the first drive module is outsidea predetermined normal operating range, a temperature of a battery ofthe first drive module is outside a predetermined normal operatingrange, an output of an inverter of the first drive module is outside apredetermined normal operating range, and/or a condition of a chargecircuit is outside a predetermined normal operating range.

Alternatively, a fault may be detected by detecting sensor outputsresponsive to control signals. For instance, the vehicle may command thevehicle to move according to a trajectory and speed, the vehiclecontroller converts trajectory and speed to instructions for inverter(torque request for motors). The vehicle can then compare sensor datafrom one or more sensors of the drive module (e.g., wheel encoders,current sensors, etc.), body module (e.g., detected motion of vehicledoesn't match trajectory), or both, to see if the actual condition ofthe vehicle (motion, temp, etc.) matches what is expected based on thecommand. This approach may be performed by, at operation 904, sending acontrol signal to the first drive module to perform an operation, atoperation 906, measuring a condition of the vehicle after sending thecontrol signal, and, at operation 908, determining that the condition ofthe vehicle after sending the control signal is outside an expectedrange. For example, detecting a fault may include sending a controlsignal to control a drive motor of the first drive module, and measuringat least one of a velocity, acceleration, or rotational speed of a wheelof the vehicle. In another example, detecting a fault may includesending a control signal to control a steering system of the first drivemodule, and the measuring a trajectory of the vehicle. In anotherexample, detecting a fault may include sending a control signal tocontrol a suspension system of the first drive module, and measuring aposition or displacement of a structural element of the suspensionsystem of the vehicle. In another example, detecting a fault may includesending a control signal to control a braking system of the first drivemodule, and measuring at least one of a velocity, acceleration, orrotational speed of a wheel of the vehicle. In yet another example,detecting a fault may include sending a control signal to control aheating ventilation and air conditioning (HVAC) system of the firstdrive module, and measuring a temperature in the passenger compartmentof the vehicle.

Though not illustrated in FIG. 9, determination of a “fault” may moregenerally be associated with a known condition of one or morecomponents, systems, or subsystems of the vehicle. As a non-limitingexample, calipers installed in a drive module may be subject to a recallas being defective. In such an example, the information regarding thebatch number for the strut listed in the manifest, and sent in aheartbeat signal, may be associated with a bad batch and indicative of a“fault.”

FIG. 10 is a flowchart illustrating an example an example method 1000 ofinstalling and/or replacing a drive module of a vehicle, such as vehicle100, 200, 300, or 400. In some examples, the method 1000 may beperformed in response to initiating replacement of the first drivemodule at operation 816. In some examples, the method 1000 may beperformed in order to replace a drive with a low or depleted batterywith a drive module having a fully or at least partially chargedbattery.

The method 1000 includes, at operation 1002, supporting a body module ofthe vehicle above a driving surface (e.g., road, parking lot, floor,etc.) by one or more supports. As discussed above, in some examples, thesupports may comprise jacks that are built into an underside of the bodymodule and have substantially flat bottom surfaces, casters, or otherwheels to allow the body module to be moved or repositioned duringinstallation or removal of the drive modules. In other examples, thesupports may comprise jacks or lifts built into a floor of an assemblyplant. In still other examples, the supports may comprise jacks or liftsof an automated services robot or operated by a service technician.Supporting the body module at operation 1002 may comprise supporting thebody module substantially at its right height (i.e., not elevated),while in other examples the body module may be supported at an elevatedlevel (i.e., above its normal ride height).

At operation 1004, a first drive module may be disconnected from a firstend of the body module. In some examples, disconnecting the first drivemodule may include, at operation 1006, releasing a mechanical connectionbetween the first drive module and the body module and, at operation1008, separating the first drive module from the body module. Operation1008 may include causing the first drive module to drive, under its ownpower, away from the first end of the body module, and/or causing thesecond drive module to drive the body module away from the first drivemodule. Operations 1004-1008 may be performed under control of, forexample, a controller of the drive module being removed (e.g., drivemodule 450), a vehicle controller of the body module (e.g., vehiclecomputing device 412), or under control of an external device (e.g.,external device 108). Such control may comprise an inertialstabilization algorithm such that the drive module may maintain asubstantially similar orientation throughout the procedure.

At operation 1010, a new (third) drive module may be installed at thefirst end of the body module. The operation 1010 of installing a newdrive module may, in some examples, be performed by causing the drivemodules to drive into engagement with the body module. This may becontrolled by the drive modules themselves. For instance, when activatedor instructed to do so, the drive module that is being installed mayautonomously control itself to mate with the body module. The drivemodule may employ sensor data (e.g., inertial sensor data, ultrasonicsensor data, wheel encoder data, or other sensors systems such as sensorsystems 430) in order to locate, align with, and couple to a connectioninterface of the body module. In some examples, operation 1010 mayinclude, at 1012, receiving a signal from an inertial sensor of thethird drive module and, at operation 1014, causing the third drivemodule to drive, under its own power, into position adjacent to thefirst end of the body module. At operation 1016, the third drive modulemay be caused to drive, under its own power, to align a coupler of thethird drive module with a corresponding coupler at the first end of thebody module based at least in part on the signal from the inertialsensor of the third drive module. This alignment may include using inputfrom the inertial sensors to balance the third drive module with itsconnection interface aligned with corresponding connection interface ofthe body module. In other examples, the positioning and/or alignment maybe performed under control of, or responsive to, a command or controlfrom the body module or an external device, such one of external devices108 (e.g., a technician, automated services robot, teleoperationcomputing device, etc.). In some examples, alignment may include use ofvisual cues (e.g. barcodes or QR codes), wireless signals,emitter/detector pairs, or the like as coordinated between the bodymodule and drive module.

Once aligned, at operation 1018, the third drive module may be coupledto the first end of the body module. In some examples, coupling thethird drive module to the first end of the body module at operation 1018may be performed automatically when the third drive module is broughtwithin a predetermined proximity to the body module (within 10centimeters, 5 centimeters, 1 centimeter, etc.). In some examples,operation 1018 may include mechanically connecting the coupler of thethird drive module with the corresponding coupler at the first end ofthe body module. The mechanical connection may be accomplished using oneor more bolts, shaft/collet connections like that shown in FIG. 5, camlocks, and/or other fasteners. In some examples, the coupling interfacemay include one or more blind connections for electricity, fluid, and/orair between the drive module and the body module. In that case,mechanically connecting the coupler of the third drive module with thecorresponding coupler at the first end of the body module automaticallyestablishes one or more blind electrical connections between the thirddrive module and the body module, one or more blind fluid connectionsbetween the third drive module and the body module, and/or one or moreblind air connection between the third drive module and the body module.Additional details of the number and types of the blind connections aredescribed with reference to FIG. 5. Also, in other examples, theelectrical, fluid, and air connections need not be blind connections.

Once the new drive module is coupled to the body module, at operation1020, the supports may be retracted (automatically or manually), and atoperation 1022 the vehicle may be operated (e.g., to drive to adestination).

FIG. 10 illustrates an example in which first and second drive moduleshave previously been installed to the body module, and the first drivemodule is removed and replaced with a third drive module. However, thesame or similar method may additionally or alternatively be used duringan initial assembly process of installing drive modules to the bodymodule (e.g., at an assembly plant). In that case, operation 1004(disconnecting an existing drive module) can be omitted and operation1010 (installing a new drive module) can be performed twice, once toinstall a new drive module at each end of the body module.

FIG. 11 is a flowchart illustrating an example method 1100 of operatinga vehicle following installation or replacement of a drive module. Themethod 1100 may, in some examples, be implemented following installationor replacement of a drive module according to the method 1000 of FIG.10. For instance, following commencement of operation of the vehicle atoperation 1022 in FIG. 10, the vehicle may check the relative chargestates of the drive modules (first and second drive modules in the caseof a new installation, or second and third drive modules in the case ofa replacement). For ease of discussion, the remainder of the descriptionof FIG. 11 is in the context of a vehicle that has just had the firstdrive module replaced by a new (third) drive module.

At operation 1102, the vehicle (e.g., by vehicle computing device 412)may determine whether a voltage of one drive module is different (e.g.,exceeding a threshold voltage difference) than the other drive module.If, at operation 1102, the vehicle detects that a voltage of the seconddrive module is sufficiently lower (more than the threshold voltagedifference) than the voltage of the third drive module then, atoperation 1104, the vehicle may electrically disconnect the battery ofthe second drive module from the body module and/or the third drivemodule. This may be accomplished by, for example, disconnecting anelectrical direct connection between the drive modules (e.g., directconnection 410). The vehicle may then, at operation 1106, operate thevehicle using the third drive module until the voltage of the battery ofthe third drive module is within the predetermined threshold of thevoltage of the battery of the second drive module. Disconnecting thebattery of the second drive module until this voltage equilibrium isreached avoids current spikes when the new drive module is attached, andsimplifies the battery management electronics of the system. Once thevoltage of the third drive module being within the predeterminedthreshold of the voltage of the battery of the second drive module, atoperation 1108, the vehicle may electrically connect/reconnect thebattery of the second drive module to the body module and the thirddrive module. The vehicle may then operate using the batteries of bothdrive modules, such that both batteries are charged and depleted insubstantially equal amounts.

If, at operation 1102, the vehicle determines that batteries of thedrive modules are substantially the same (i.e., a difference in voltagebetween the batteries is less than the threshold), then the vehicle mayproceed to operation 1108 to electrically connect the battery of thesecond drive module to the body module and the third drive module.

In some examples, upon connection of a new drive module (e.g., the thirddrive module) to the body module of the vehicle, the new drive modulemay, at operation 1110, transmit (e.g., by communication connections462), an identifier of the new drive module and/or a fault log of thedrive module to a vehicle controller of the body module, an externaldiagnostic computing device, an automated services robot, and/or ateleoperation computing device. In this way, the vehicle maintains arecord of the drive modules that are attached to it and/or an inventorytracking system of a fleet of vehicles can be updated to reflect whichdrive modules are installed on which vehicles.

The methods 800, 900, 1000, and 1100 are illustrated as collections ofblocks in logical flow graphs, which represent sequences of operationsthat can be implemented in hardware, software, or a combination thereof.In the context of software, the blocks represent computer-executableinstructions stored on one or more computer-readable storage media that,when executed by one or more processors, perform the recited operations.Generally, computer-executable instructions include routines, programs,objects, components, data structures, and the like that performparticular functions or implement particular abstract data types. Theorder in which the operations are described is not intended to beconstrued as a limitation, and any number of the described blocks can becombined in any order and/or in parallel to implement the processes. Insome embodiments, one or more blocks of the process may be omittedentirely. Moreover, the methods 800, 900, 1000, and 1100 may be combinedin whole or in part with each other or with other methods.

The various techniques described herein may be implemented in thecontext of computer-executable instructions or software, such as programmodules, that are stored in computer-readable storage and executed bythe processor(s) of one or more computers or other devices such as thoseillustrated in the figures. Generally, program modules include routines,programs, objects, components, data structures, etc., and defineoperating logic for performing particular tasks or implement particularabstract data types.

Other architectures may be used to implement the describedfunctionality, and are intended to be within the scope of thisdisclosure. Furthermore, although specific distributions ofresponsibilities are defined above for purposes of discussion, thevarious functions and responsibilities might be distributed and dividedin different ways, depending on circumstances.

Similarly, software may be stored and distributed in various ways andusing different means, and the particular software storage and executionconfigurations described above may be varied in many different ways.Thus, software implementing the techniques described above may bedistributed on various types of computer-readable media, not limited tothe forms of memory that are specifically described.

CONCLUSION

Although the discussion above sets forth example implementations of thedescribed techniques, other architectures may be used to implement thedescribed functionality, and are intended to be within the scope of thisdisclosure. Furthermore, although the subject matter has been describedin language specific to structural features and/or methodological acts,it is to be understood that the subject matter defined in the appendedclaims is not necessarily limited to the specific features or actsdescribed. Rather, the specific features and acts are disclosed asexemplary forms of implementing the claims.

Example Clauses

A. A vehicle comprising: a body module having a first end and a secondend, the body module comprising: a passenger compartment to house one ormore passengers; and a vehicle computing device to control operation ofthe vehicle; a drive module removably coupled to the body module at thefirst end of the body module, wherein the drive module comprises: adrive module frame; first and second wheels; a propulsion system coupledto the drive module frame and to the first and second wheels to drive atleast one of the first and second wheels; and a heating ventilation andair conditioning (HVAC) system disposed in or on the drive module frameto provide temperature controlled air to the passenger compartment.

B. The vehicle as paragraph A recites, wherein the drive module furthercomprises: an energy storage system coupled to the propulsion system andthe HVAC system to provide power to the propulsion system and the HVACsystem; and a drive module control system communicatively coupled to thevehicle computing device, the drive module control system beingconfigured to control operation of the propulsion system and the HVACsystem based at least in part on signals received from the vehiclecomputing device.

C. The vehicle as paragraph A or B recites, wherein the drive modulefurther comprises: a crash structure coupled to the drive module frame,the crash structure configured to absorb an impact force imparted to thefirst end of the vehicle.

D. The vehicle as any one of paragraphs A-C recites, wherein the drivemodule further comprises at least one of: a steering assembly coupled tothe first and second wheels to steer the first and second wheels; abraking assembly coupled to the first and second wheels to brake thefirst and second wheels; a suspension assembly to movably couple thefirst and second wheels to the drive module frame; one or more exteriorbody panels or fascia of the vehicle; or one or more exterior lights ofthe vehicle.

E. The vehicle as any one of paragraphs A-D recites, wherein the drivemodule is a first drive module, the vehicle further comprising a seconddrive module removably coupled to the second end of the vehicle, whereinthe first drive module and the second drive module are substantiallyidentical.

F. The vehicle as any one of paragraphs A-E recites, wherein: the firstdrive module further comprises one or more sensors to sense objects inan environment surrounding the first end of the vehicle; and the seconddrive module further comprises one or more sensors to sense objects inan environment surrounding the second end of the vehicle, wherein theone or more sensors of the first drive module and the one or moresensors of the second drive module are communicatively coupled with thevehicle computing device of the body module.

G. The vehicle as any one of paragraphs A-F recites, wherein the bodymodule comprises: a first connection interface for coupling the firstdrive module to the first end of the body module; and a secondconnection interface for coupling the second drive module to the secondend of the body module, wherein at least one of the first connectioninterface or the second connection interface comprises: a mechanicalconnector to mechanically connect the body module to a respective one ofthe first drive module or the second drive module; and at least one of:an electrical connector to electrically connect the body module to therespective one of the first drive module or the second drive module; afluid connector to fluidically connect the body module to the respectiveone of the first drive module or the second drive module; or an airconnector through which to receive temperature controlled air from theHVAC system of the respective one of the first drive module or thesecond drive module.

H. The vehicle as any one of paragraphs A-G recites, wherein: themechanical connector comprises an alignment guide to align the bodymodule relative to the respective one of the first drive module or thesecond drive module; and the at least one of the electrical connector,the fluid connector, or the air connector are blind mating connectors.

I. The vehicle as any one of paragraphs A-H recites, wherein the vehiclecomprises an autonomous vehicle and the vehicle computing device of thebody module is configured to autonomously control operation of thevehicle.

J. The vehicle as any one of paragraphs A-I recites, wherein the bodymodule further comprises one or more sensors disposed on an exterior ofthe passenger compartment and in communication with the vehiclecomputing device of the body module, the one or more sensors to senseobjects in an environment surrounding the vehicle.

K. The vehicle as any one of paragraphs A-J recites, wherein: the drivemodule comprises a light source for emitting light into a path of thevehicle; and the body module further comprises an exterior light sourcefor emitting light into a surrounding of the vehicle.

L. A drive module for a vehicle, the drive module comprising: a drivemodule frame; first and second wheels; a propulsion system coupled tothe drive module frame and to the first and second wheels to drive atleast one of the first and second wheels; and a heating ventilation andair conditioning (HVAC) system disposed in or on the drive module frameto, when coupled to the vehicle, provide temperature controlled air to apassenger compartment of the vehicle.

M. The drive module as paragraph L recites, further comprising: anenergy storage system coupled to the propulsion system and the HVACsystem to provide power to the electric drive motor and the HVAC system;and a drive module control system configured to control operation of thepropulsion system and the HVAC system.

N. The drive module as any one of paragraphs L or M recites, furthercomprising: a crash structure coupled to the drive module frame, thecrash structure configured to absorb an impact force imparted to thedrive module.

O. The drive module as any one of paragraphs L-N recites, furthercomprising at least one of: a steering assembly coupled to the first andsecond wheels to steer the first and second wheels; a braking assemblycoupled to the first and second wheels to brake the first and secondwheels; a suspension assembly to movably couple the first and secondwheels to the drive module frame; one or more exterior body panels orfascia of the vehicle; one or more exterior lights of the vehicle; orone or more sensors coupled to the drive module to sense objects in anenvironment surrounding the drive module, the sensors comprising one ormore of a LIDAR, a radar, or a camera.

P. The drive module as any one of paragraphs L-O recites, wherein thedrive module comprises a connection interface for coupling the drivemodule to a body module of a vehicle, the connection interfacecomprising: at least one of a guide protrusion or a receptacle toreceive a guide protrusion; a mechanical connector to mechanicallyconnect the drive module to the body module of the vehicle; and at leastone of: an electrical connector to electrically connect the drive moduleto the body module of the vehicle; a fluid connector to fluidicallyconnect the drive module to the body module of the vehicle; or an airconnector through which to provide temperature controlled air from theHVAC system of the drive module to the body module of the vehicle.

Q. A drive module for a vehicle, the drive module comprising: a drivemodule frame; first and second wheels; a propulsion system coupled tothe drive module frame and to the first and second wheels to drive atleast one of the first and second wheels; and a crash structure coupledto the drive module frame, the crash structure configured to crumpleresponsive to an impact force exceeding an impact threshold to absorbthe impact force.

R. The drive module as paragraph Q recites, further comprising: one ormore brackets to couple the crash structure to a body module of avehicle, a first end of the one or more brackets being coupled to thecrash structure and a second end of the one or more brackets beingconfigured to couple to the body module, wherein the second end of theone or more brackets has a larger surface area than a surface area ofthe first end of the one or more brackets in order to distribute impactforces transferred by the crash structure to the larger surface area ofthe body module.

S. The drive module as any one of paragraphs Q or R recites, furthercomprising: a heating ventilation and air conditioning (HVAC) systemdisposed in or on the drive module frame to, when coupled to thevehicle, provide temperature controlled air to a passenger compartmentof the vehicle; a power supply electrically coupled to the propulsionsystem and the HVAC system to provide power to the propulsion system andthe HVAC system; and a drive module control system configured to controloperation of the propulsion system and the HVAC system.

T. The drive module as any one of paragraphs Q-S recites, furthercomprising at least one of: a steering assembly coupled to the first andsecond wheels to steer the first and second wheels; a braking assemblycoupled to the first and second wheels to brake the first and secondwheels; a suspension assembly to movably couple the first and secondwheels to the drive module frame; one or more exterior body panels orfascia of the vehicle; one or more exterior lights of the vehicle; orone or more sensors coupled to the drive module to sense objects in anenvironment surrounding the drive module.

U. The drive module as any one of paragraphs Q-T recites, wherein thedrive module comprises a connection interface for coupling the drivemodule to a body module of a vehicle, the connection interfacecomprising: at least one of a guide protrusion or a receptacle toreceive a guide protrusion; a mechanical connector to mechanicallyconnect the drive module to the body module of the vehicle; and at leastone of: an electrical connector to electrically connect the drive moduleto the body module of the vehicle; a fluid connector to fluidicallyconnect the drive module to the body module of the vehicle; or an airconnector through which to provide temperature controlled air from theHVAC system of the drive module to the body module of the vehicle.

V. A method of operating a vehicle that includes a body module having apassenger compartment of the vehicle, a first drive module that isremovably coupled to a first end of the body module, and a second drivemodule that is removably coupled to a second end of the body module, themethod comprising: operating the vehicle at least partially using thefirst drive module; detecting a fault of a component of the first drivemodule; responsive to detecting the fault of the component of the firstdrive module, deactivating the first drive module; and operating thevehicle using the second drive module while the first drive module isdeactivated.

W. The method as paragraph V recites, wherein the fault of the componentof the first drive module comprises a fault in: a drive motor of thefirst drive module; a battery of the first drive module; an inverter ofthe first drive module; a steering system of the first drive module; asuspension system of the first drive module; a braking system of thefirst drive module; one or more lights of the first drive module; aheating ventilation and air conditioning (HVAC) system of the firstdrive module; a DC/DC converter; a high voltage junction; a high voltagecable; a sensor; an exterior light; or a charging component.

X. The method as any one of paragraphs V or W recites, wherein detectingthe fault of the component of the first drive module comprises:detecting that an output of a battery of the first drive module isoutside a predetermined normal operating range; detecting that a chargestate of a battery of the first drive module is outside a predeterminednormal operating range; detecting that a temperature of a battery of thefirst drive module is outside a predetermined normal operating range; ordetecting that an output of an inverter of the first drive module isoutside a predetermined normal operating range.

Y. The method as any one of paragraphs V-X recites, wherein detectingthe fault of the component of the first drive module comprises: sendinga control signal to the first drive module to perform an operation;measuring a condition of the vehicle after sending the control signal;and determining that the condition of the vehicle after sending thecontrol signal is outside an expected range for performing theoperation.

Z. The method as any one of paragraphs V-Y recites, wherein: the controlsignal comprises a signal to control a drive motor of the first drivemodule, and the measuring the condition of the vehicle comprisesmeasuring at least one of a velocity, acceleration, or rotational speedof a wheel of the vehicle; the control signal comprises a signal tocontrol a steering system of the first drive module, and the measuringthe condition of the vehicle comprises measuring a trajectory of thevehicle; the control signal comprises a signal to control a suspensionsystem of the first drive module, and the measuring the condition of thevehicle comprises measuring a position or displacement of a structuralelement of the suspension system of the vehicle; the control signalcomprises a signal to control a braking system of the first drivemodule, and the measuring the condition of the vehicle comprisesmeasuring at least one of a velocity, acceleration, or rotational speedof a wheel of the vehicle; or the control signal comprises a signal tocontrol a heating ventilation and air conditioning (HVAC) system of thefirst drive module, and the measuring the condition of the vehiclecomprises measuring a temperature in the passenger compartment of thevehicle.

AA. The method as any one of paragraphs V-Z recites, whereindeactivating the first drive module comprises at least one of:electrically disconnecting a battery of the first drive module from thebody module and the second drive module; or mechanically disengaging adrive motor of the first drive module from wheels of the first drivemodule.

BB. The method as any one of paragraphs V-AA recites, wherein: thevehicle comprises a bidirectional vehicle; and the method furthercomprises, responsive to deactivating the first drive module, changing adirection of travel of the vehicle from a first direction of travel to asecond direction of travel substantially opposite the first direction oftravel.

CC. The method as any one of paragraphs V-BB recites, further comprisingat least one of: logging the fault in memory of the first drive module;transmitting the fault to a computing device of the body module; ortransmitting the fault to a remote computing device.

DD. The method as any one of paragraphs V-CC recites, furthercomprising: bringing the vehicle to a stop; supporting the body moduleabove a driving surface by one or more supports; disconnecting the firstdrive module from the body module; causing a third drive module todrive, under its own power, into position adjacent to the first end ofthe body module; and coupling the third drive module to the first end ofthe body module.

EE. The method as any one of paragraphs V-DD recites, furthercomprising: detecting that a voltage of a battery of the second drivemodule is lower than a voltage of a battery of the third drive module;electrically disconnecting the battery of the second drive module fromthe body module and the third drive module; operating the vehicle usingthe third drive module until the voltage of the battery of the thirddrive module is within a predetermined threshold of the voltage of thebattery of the second drive module; and electrically reconnecting thebattery of the second drive module to the body module and the thirddrive module responsive to the voltage of the third drive module beingwithin the predetermined threshold of the voltage of the battery of thesecond drive module.

FF. A method of servicing a vehicle that includes a body module having apassenger compartment of the vehicle, a first drive module that isremovably coupled to the body module at a first end of the body module,and a second drive module that is removably coupled to the body moduleat a second end of the body module, the method comprising: supportingthe body module of the vehicle above a driving surface by one or moresupports; disconnecting the first drive module from the body module;causing a third drive module to drive, under its own power, intoposition adjacent to the first end of the body module; and coupling thethird drive module to the first end of the body module.

GG. The method as paragraph FF recites, wherein disconnecting the firstdrive module from the body module comprises: releasing a mechanicalconnection between the first drive module and the body module; and atleast one of: causing the first drive module to drive, under its ownpower, away from the first end of the body module; or causing the seconddrive module to drive, under its own power, the body module away fromthe first drive module.

HH. The method as any one of paragraphs FF or GG recites, whereincausing the third drive module to drive, under its own power, intoposition adjacent to the first end of the body module is performed undercontrol of at least one of: a vehicle controller of the body module; aremote control device; a teleoperations computing device; a computingdevice of an automated service robot; or a controller of the third drivemodule.

II. The method as any one of paragraphs FF-HH recites, furthercomprising: receiving a signal from an inertial sensor of the thirddrive module; and causing the third drive module to drive, under its ownpower, to align a coupler of the third drive module with a correspondingcoupler at the first end of the body module based at least in part onthe signal from the inertial sensor of the third drive module.

JJ. The method as any one of paragraphs FF-II recites, wherein couplingthe third drive module to the first end of the body module comprises:aligning a coupler of the third drive module with a correspondingcoupler at the first end of the body module; mechanically connecting thecoupler of the third drive module with the corresponding coupler at thefirst end of the body module, wherein mechanically connecting thecoupler of the third drive module with the corresponding coupler at thefirst end of the body module automatically establishes at least one of:a blind electrical connection between the third drive module and thebody module; a blind fluid connection between the third drive module andthe body module; or a blind air connection between the third drivemodule and the body module.

KK. The method as any one of paragraphs FF-JJ recites, wherein couplingthe third drive module to the first end of the body module is performedautomatically when the third drive module is brought within apredetermined proximity to the body module.

LL. The method as any one of paragraphs FF-KK recites, furthercomprising: detecting that a voltage of a battery of the second drivemodule is lower than a voltage of a battery of the third drive module;electrically disconnecting the battery of the second drive module fromthe body module and the third drive module; operating the vehicle usingthe third drive module until the voltage of the battery of the thirddrive module is within a predetermined threshold of the voltage of thebattery of the second drive module.

MM. A drive module configured to be coupled to a body module of avehicle, the drive module comprising: multiple components for operatingthe vehicle; one or more processors; one or more communicationconnections; and memory communicatively coupled to the one or moreprocessors, the memory storing: a diagnostic module, executable by theone or more processors, to identify faults with one or more of themultiple components; and instructions that, when executed, configure thedrive module to perform operations comprising: detecting connection ofthe drive module to the body module of the vehicle; and transmitting, bythe one or more communication connections: an identifier of the drivemodule; and a fault log including indication of one or more faultsidentified by the diagnostic module.

NN. The drive module as paragraph MM recites, wherein the instructionsconfigure the drive module to transmit the identifier of the drivemodule and the fault log to at least one of: a vehicle controller of thebody module; a diagnostic computing device; or a teleoperation computingdevice.

OO. The drive module as any one of paragraphs MM or NN recites, whereinthe multiple components comprise: a propulsion system for propelling thevehicle; a heating ventilation and air conditioning (HVAC) system forcontrolling air temperature within a passenger compartment of thevehicle; and an energy storage system to power the propulsion system andthe HVAC system.

What is claimed is:
 1. A method of operating a vehicle that includes abody module having a passenger compartment of the vehicle, a first drivemodule that is removably coupled to a first end of the body module, anda second drive module that is removably coupled to a second end of thebody module, the method comprising: operating the vehicle at leastpartially using the first drive module; detecting a fault of a componentof the first drive module; responsive to detecting the fault of thecomponent of the first drive module, deactivating the first drivemodule; and operating the vehicle using the second drive module whilethe first drive module is deactivated.
 2. The method of claim 1, whereinthe fault of the component of the first drive module comprises a faultin: a drive motor of the first drive module; a battery of the firstdrive module; an inverter of the first drive module; a steering systemof the first drive module; a suspension system of the first drivemodule; a braking system of the first drive module; one or more lightsof the first drive module; a heating ventilation and air conditioning(HVAC) system of the first drive module; a DC/DC converter; a highvoltage junction; a high voltage cable; a sensor; an exterior light; ora charging component.
 3. The method of claim 1, wherein detecting thefault of the component of the first drive module comprises: detectingthat an output of a battery of the first drive module is outside apredetermined normal operating range; detecting that a charge state of abattery of the first drive module is outside a predetermined normaloperating range; detecting that a temperature of a battery of the firstdrive module is outside a predetermined normal operating range; ordetecting that an output of an inverter of the first drive module isoutside a predetermined normal operating range.
 4. The method of claim1, wherein detecting the fault of the component of the first drivemodule comprises: sending a control signal to the first drive module toperform an operation; measuring a condition of the vehicle after sendingthe control signal; and determining that the condition of the vehicleafter sending the control signal is outside an expected range forperforming the operation.
 5. The method of claim 4, wherein: the controlsignal comprises a signal to control a drive motor of the first drivemodule, and the measuring the condition of the vehicle comprisesmeasuring at least one of a velocity, acceleration, or rotational speedof a wheel of the vehicle; the control signal comprises a signal tocontrol a steering system of the first drive module, and the measuringthe condition of the vehicle comprises measuring a trajectory of thevehicle; the control signal comprises a signal to control a suspensionsystem of the first drive module, and the measuring the condition of thevehicle comprises measuring a position or displacement of a structuralelement of the suspension system of the vehicle; the control signalcomprises a signal to control a braking system of the first drivemodule, and the measuring the condition of the vehicle comprisesmeasuring at least one of a velocity, acceleration, or rotational speedof a wheel of the vehicle; or the control signal comprises a signal tocontrol a heating ventilation and air conditioning (HVAC) system of thefirst drive module, and the measuring the condition of the vehiclecomprises measuring a temperature in the passenger compartment of thevehicle.
 6. The method of claim 1, wherein deactivating the first drivemodule comprises at least one of: electrically disconnecting a batteryof the first drive module from the body module and the second drivemodule; or mechanically disengaging a drive motor of the first drivemodule from wheels of the first drive module.
 7. The method of claim 1,wherein: the vehicle comprises a bidirectional vehicle; and the methodfurther comprises, responsive to deactivating the first drive module,changing a direction of travel of the vehicle from a first direction oftravel to a second direction of travel substantially opposite the firstdirection of travel.
 8. The method of claim 1, further comprising atleast one of: logging the fault in memory of the first drive module;transmitting the fault to a computing device of the body module; ortransmitting the fault to a remote computing device.
 9. The method ofclaim 1, further comprising: bringing the vehicle to a stop; supportingthe body module above a driving surface by one or more supports;disconnecting the first drive module from the body module; causing athird drive module to drive, under its own power, into position adjacentto the first end of the body module; and coupling the third drive moduleto the first end of the body module.
 10. The method of claim 9, furthercomprising: detecting that a voltage of a battery of the second drivemodule is lower than a voltage of a battery of the third drive module;electrically disconnecting the battery of the second drive module fromthe body module and the third drive module; operating the vehicle usingthe third drive module until the voltage of the battery of the thirddrive module is within a predetermined threshold of the voltage of thebattery of the second drive module; and electrically reconnecting thebattery of the second drive module to the body module and the thirddrive module responsive to the voltage of the third drive module beingwithin the predetermined threshold of the voltage of the battery of thesecond drive module.
 11. A method of servicing a vehicle that includes abody module having a passenger compartment of the vehicle, a first drivemodule that is removably coupled to the body module at a first end ofthe body module, and a second drive module that is removably coupled tothe body module at a second end of the body module, the methodcomprising: supporting the body module of the vehicle above a drivingsurface by one or more supports; disconnecting the first drive modulefrom the body module; causing a third drive module to drive, under itsown power, into position adjacent to the first end of the body module;and coupling the third drive module to the first end of the body module.12. A method of claim 11, wherein disconnecting the first drive modulefrom the body module comprises: releasing a mechanical connectionbetween the first drive module and the body module; and at least one of:causing the first drive module to drive, under its own power, away fromthe first end of the body module; or causing the second drive module todrive, under its own power, the body module away from the first drivemodule.
 13. A method of claim 11, wherein causing the third drive moduleto drive, under its own power, into position adjacent to the first endof the body module is performed under control of at least one of: avehicle controller of the body module; a remote control device; ateleoperations computing device; a computing device of an automatedservice robot; or a controller of the third drive module.
 14. A methodof claim 11, further comprising: receiving a signal from an inertialsensor of the third drive module; and causing the third drive module todrive, under its own power, to align a coupler of the third drive modulewith a corresponding coupler at the first end of the body module basedat least in part on the signal from the inertial sensor of the thirddrive module.
 15. A method of claim 11, wherein coupling the third drivemodule to the first end of the body module comprises: aligning a couplerof the third drive module with a corresponding coupler at the first endof the body module; mechanically connecting the coupler of the thirddrive module with the corresponding coupler at the first end of the bodymodule, wherein mechanically connecting the coupler of the third drivemodule with the corresponding coupler at the first end of the bodymodule automatically establishes at least one of: a blind electricalconnection between the third drive module and the body module; a blindfluid connection between the third drive module and the body module; ora blind air connection between the third drive module and the bodymodule.
 16. A method of claim 11, wherein coupling the third drivemodule to the first end of the body module is performed automaticallywhen the third drive module is brought within a predetermined proximityto the body module.
 17. The method of claim 11, further comprising:detecting that a voltage of a battery of the second drive module islower than a voltage of a battery of the third drive module;electrically disconnecting the battery of the second drive module fromthe body module and the third drive module; operating the vehicle usingthe third drive module until the voltage of the battery of the thirddrive module is within a predetermined threshold of the voltage of thebattery of the second drive module.
 18. A drive module configured to becoupled to a body module of a vehicle, the drive module comprising:multiple components for operating the vehicle; one or more processors;one or more communication connections; and memory communicativelycoupled to the one or more processors, the memory storing: a diagnosticmodule, executable by the one or more processors, to identify faultswith one or more of the multiple components; and instructions that, whenexecuted, configure the drive module to perform operations comprising:detecting connection of the drive module to the body module of thevehicle; and transmitting, by the one or more communication connections:an identifier of the drive module; and a fault log including indicationof one or more faults identified by the diagnostic module.
 19. The drivemodule of claim 18, wherein the instructions configure the drive moduleto transmit the identifier of the drive module and the fault log to atleast one of: a vehicle controller of the body module; a diagnosticcomputing device; or a teleoperation computing device.
 20. The drivemodule of claim 18, wherein the multiple components comprise: apropulsion system for propelling the vehicle; a heating ventilation andair conditioning (HVAC) system for controlling air temperature within apassenger compartment of the vehicle; and an energy storage system topower the propulsion system and the HVAC system.